Straddle-type wheeled vehicle and frame thereof

ABSTRACT

A straddle-type three-wheeled vehicle has a frame having an upper frame member, a lower frame member, a forward cross member interconnecting a forward portion of the upper frame member with a forward portion of the lower frame member, and a rearward cross member interconnecting a rearward portion of the upper frame member with a rearward portion of the lower frame member. A strut extends diagonally from the forward cross member to the lower frame member. The vehicle has an engine mounted to the frame. An air box of the vehicle has at least a portion thereof disposed above at least a portion of the engine. A fuel tank of the vehicle is disposed rearwardly of the air box.

CROSS-REFERENCE

This application is a divisional of U.S. patent application Ser. No.11/381,036, entitled “Straddle-Type Wheeled Vehicle and Frame Thereof”,filed May 1, 2006, the entirety of which is incorporated herein byreference.

FIELD OF THE INVENTION

The present invention relates to a straddle-type wheeled vehicle frameand to the arrangement of the vehicle components on the frame.

BACKGROUND OF THE INVENTION

To date, few three-wheeled straddle-type vehicles have been producedcommercially for road use. One possible configuration of such a vehicleconsists in having two wheels at the front of the vehicle and one at therear of the vehicle. The vehicle has to be provided with a frame tomount the wheels and the various components of the vehicle, such as theengine, air box and fuel tank.

One previous type of vehicle frame, known as a space frame or a ladderframe, has been used in all-terrain vehicles (ATVs) having four wheels.FIG. 1 illustrates such a frame 850. The frame 850 includes a spacedpair of upper tubular members 852, 854 and a spaced pair of lowertubular members 856, 858. The upper and lower members 852-858 areinterconnected by respective spaced pairs of cross members 860, 862 and864, 865. Respective pairs of the upper and lower members 852, 854 and856, 858 are connected by laterally extending cross members 866(connecting the upper members 852, 854) and cross members 868(connecting the lower members 856, 858). A plate 870 is connectedbetween the lower members 856, 858 to thereby add additional rigiditybetween the lower members 856, 858.

As can be seen in the example described above in FIG. 1, these frameshave been either complex or have used a large amount of material, orboth. It is possible to construct the frame with high strength metalalloys to increase strength properties of the frame without relativelyincreasing the weight. However, these metal alloys are costly and somerequire additional processing steps (such as post-weld heat treatment)in the manufacture of the frame.

Another type of vehicle frame is disclosed in U.S. Pat. No. 6,799,781,assigned to Bombardier Recreational Products Inc. The frames describedtherein are less complex and costly than the above-mentioned spaceframes. This is achieved by using a plurality of central beams to makeup the frame. However, these frames were developed for ATVs which aregenerally operated off-road at reduced speeds. Road vehicles mustoperate at much higher speeds (100 km/h or more) and their frames aretherefore subjected to greater forces. The frames described in the '781patent may not be able to resists these high forces. They could bemodified to increase the size of the central beams or by using strongermaterials but this would result in increased costs and most likely in anincrease in weight as well.

As shown in the '781 patent, the frames described therein were designedfor four-wheeled ATVs which typically use a McPherson suspension for thefront wheels. This type of suspension can easily be accommodated by thedescribed frames. However, straddle-type three-wheeled vehicles areintrinsically less stable than four-wheeled vehicles (but it should benoted that the lower stability of a three-wheeled vehicle versus afour-wheeled vehicle should not be understood to mean that athree-wheeled vehicle is unstable to the point that it is dangerous to auser). For this reason, it is preferable that the front wheels of athree-wheeled vehicle should use a type of suspension that helpscontrolling the roll or sway of the vehicle more than a McPhersonsuspension.

All of the above-mentioned frames were developed for ATVs and as such donot satisfactorily respond to the previously enumerated needs ofstraddle-type three-wheeled vehicles for road use.

Therefore, there is a need for a frame which addresses some of the needsof a straddle-type three-wheeled vehicle having two front wheels.

There is also a need to provide a straddle-type three-wheeled vehiclefor road use which has a relatively simple frame while providing thestrength requirement for such an application.

There is also a need to provide a straddle-type three-wheeled vehiclefor road use with a frame which can accommodate a front suspension thathelps controlling the roll or sway of the vehicle.

Also, three-wheeled vehicles having two front wheels and one rear wheeldo not have as much room to accommodate components in the rear portionthereof as four-wheeled vehicles, such as ATVs, due to their reducedwidth at the back. Therefore, the vehicle components, such as theengine, air box, and fuel tank, cannot be arranged in the same manner.Thus, there is also a need for an arrangement of the vehicle componentswhich is suitable for the space limitations of a straddle-typethree-wheeled vehicle having two front wheels while maintainingaccessibility to the components which require it.

STATEMENT OF THE INVENTION

One aspect of the invention provides a frame suitable for use with astraddle-type three-wheeled vehicle having two front wheels.

Another aspect of the invention provides a straddle-type three-wheeledvehicle for road use having a frame which is suitable for this type ofapplication.

In another aspect, the invention provides a straddle-type three-wheeledvehicle for road use having double A-arm front suspensions for the frontwheels and a frame adapted to receive this type of suspension.

Yet another aspect of the invention provides a three-wheeled vehiclehaving an arrangement of the vehicle components, such as the engine, airbox, and fuel tank, on a frame of the vehicle.

In another aspect, the invention provides a wheeled vehicle having aframe. The frame has an upper frame member, a lower frame member, aforward cross member interconnecting a forward portion of the upperframe member with a forward portion of the lower frame member, and arearward cross member interconnecting a rearward portion of the upperframe member with a rearward portion of the lower frame member. Theupper frame member, lower frame member, forward cross member, andrearward cross member define a closed perimeter with a space therein. Astrut extends from one of the upper frame member, the lower framemember, the forward cross member, and the rearward cross member, toanother one of the upper frame member, the lower frame member, theforward cross member, and the rearward cross member. The upper framemember, lower frame member, forward cross member, rearward cross member,and strut are disposed along a longitudinal centerline of the vehicle.The vehicle also has a straddle seat mounted on the upper frame member,a front left wheel, and a front right wheel. Each of the front wheels ismounted to the frame via a front suspension. A single rear wheel isdisposed along the longitudinal centerline of the vehicle. A swing armmounts the single rear wheel to the frame. A rear suspension isoperatively disposed between the swing arm and the frame. A steeringcolumn is operatively connected to the front wheels to steer the frontwheels. The steering column extends inside the space rearwardly of theforward cross member. Handlebars are connected to an upper end of thesteering column above the upper frame member. An engine is disposed inthe space and is operatively connected to the rear wheel to power therear wheel.

In an additional aspect, the strut extends diagonally from the forwardcross member to the lower frame member.

For purposes of this application, the terms “extends diagonally” referto the orientation of a straight line which connects a first end of anelement with the other end of the element. They do not require that thewhole element which “extends diagonally” lie on such a line, although itis contemplated that it may do so.

In a further aspect, each of the front suspensions is connected to theframe at a plurality of positions, one of the plurality of positionsbeing on the strut.

In an additional aspect, each of the front suspensions comprises anupper A-arm and a lower A-arm. Each A-arm has a front arm and a reararm. The rear arm of each upper A-arm is connected to the strut.

In a further aspect, the steering column passes through the upper framemember forwardly of the straddle seat.

In an additional aspect, the steering column passes through the strut.

In yet another aspect, the invention provides a frame for a wheeledvehicle. The frame has an upper frame member, a lower frame member, aforward cross member interconnecting a forward portion of the upperframe member with a forward portion of the lower frame member, and arearward cross member interconnecting a rearward portion of the upperframe member with a rearward portion of the lower frame member. Theupper frame member, lower frame member, forward cross member, andrearward cross member define a closed perimeter with a space therein. Astrut extends from one of the upper frame member, the lower framemember, the forward cross member, and the rearward cross member, toanother one of the upper frame member, the lower frame member, theforward cross member, and the rearward cross member. A plurality ofsuspension attachment points are disposed on the frame. The upper framemember, lower frame member, forward cross member, rearward cross member,and strut are disposed along a common plane.

In an additional aspect, the strut extends diagonally from the forwardcross member to the lower frame member.

In a further aspect, the rearward cross member extends rearwardly andupwardly from the lower frame member.

In an additional aspect, the lower frame member and the rearward crossmember are integrally formed.

For purposes of this application, the terms “integrally formed” meanthat one element is formed as a unit with another element.

In yet another aspect, the invention provides a wheeled vehicle having aframe. The frame has an upper frame member, a lower frame member, aforward cross member interconnecting a forward portion of the upperframe member with a forward portion of the lower frame member, and arearward cross member interconnecting a rearward portion of the upperframe member with a rearward portion of the lower frame member. Theupper frame member, lower frame member, forward cross member, andrearward cross member are disposed along a longitudinal centerline ofthe vehicle and define a closed perimeter with a space therein. Thevehicle also has a straddle seat mounted on the upper frame member, afront left wheel, and a front right wheel. Each of the front wheels ismounted to the frame via a front suspension. A single rear wheel isdisposed along the longitudinal centerline of the vehicle. A swing armmounts the single rear wheel to the frame. A rear suspension isoperatively disposed between the swing arm and the frame. A steeringcolumn is operatively connected to the front wheels to steer the frontwheels. The steering column extends inside the space rearwardly of theforward cross member. Handlebars are connected to an upper end of thesteering column above the upper frame member. An engine is mounted inthe space to the frame and is operatively connected to the rear wheel topower the rear wheel. An air box is disposed in the space and has atleast a portion thereof disposed above at least a portion of the engineand below the upper frame member. A fuel tank mounted in the space tobelow the upper frame member and rearwardly of the air box.

In an additional aspect, a strut extends diagonally from the forwardcross member to the lower frame member and a portion of the engine ismounted to the strut.

In a further aspect, the engine is a V-type engine. The engine has acrankshaft disposed horizontally and perpendicularly to the longitudinalcenterline of the vehicle, a front cylinder defining a front cylinderaxis, and a rear cylinder defining a rear cylinder axis. The air box isdisposed longitudinally forwardly of the rear cylinder axis.

In an additional aspect, the fuel tank has a fuel tank filler capdisposed below the straddle seat. The straddle seat is mounted on theupper frame member such that the straddle seat is capable of being movedto a position providing access to the fuel tank filler cap.

For purposes of this application, terms used to locate elements on thevehicle, such as “front”, “back”, “rear”, “left”, “right”, “up”, “down”,“above”, and “below”, are as they would normally be understood by arider of the vehicle sitting on the vehicle in a forwardly facing,driving position. The term “longitudinal” means extending from the frontto the back.

Embodiments of the present invention each have at least one of theabove-mentioned aspects, but do not necessarily have all of them.

Additional and/or alternative features, aspects, and advantages of theembodiments of the present invention will become apparent from thefollowing description, the accompanying drawings, and the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, as well as otheraspects and further features thereof, reference is made to the followingdescription which is to be used in conjunction with the accompanyingdrawings, where:

FIG. 1 is a perspective view of a prior art frame typically used in anATV;

FIG. 2 is a perspective view, taken from a rear, left side, of a vehiclein accordance with the present invention;

FIG. 3 is a top view of the vehicle of FIG. 2;

FIG. 4 is front view of the vehicle of FIG. 2;

FIG. 5 is a back view of the vehicle of FIG. 2;

FIG. 6 is a left side elevation view of the vehicle of FIG. 2;

FIG. 7 is a right side elevation view of the vehicle of FIG. 2;

FIG. 8 is a left side elevation view of the internal components of thevehicle of FIG. 2 with some of the components removed for clarity;

FIG. 9 is a right side elevation view of the internal components of thevehicle of FIG. 2 with some of the components removed for clarity;

FIG. 10 is a top view of the internal components of the vehicle of FIG.2 with some of the components removed for clarity;

FIG. 11 is a perspective view, taken from a rear, left side, of theinternal components of the vehicle of FIG. 2 with some of the componentsremoved for clarity;

FIG. 12 is a perspective view, taken from a rear, right side, of theinternal components of the vehicle of FIG. 2 with some of the componentsremoved for clarity;

FIG. 13 is a close-up perspective view, taken from a rear, left side, ofthe front portion of the frame and the front suspension of the vehicleof FIG. 2;

FIG. 14 is a close-up perspective view, taken from a rear, left side, ofthe front portion of the frame and the front suspension of the vehicleof FIG. 2;

FIG. 15 is a left side elevation view of an alternative embodiment of aframe in accordance with the present invention; and

FIG. 16 is a left side elevation view of another alternative embodimentof a frame in accordance with the present invention.

DETAILED DESCRIPTION OF THE INVENTION

As seen in FIGS. 2 to 7, the vehicle 10 has a straddle seat 12 locatedat least partially rearwardly of a center of the vehicle 10 and disposedalong the longitudinal centerline 18 (FIG. 2) thereof. The straddle seat12 has a first portion 20 for accommodating a driver, and a secondportion 22 for accommodating a passenger behind the driver. The secondportion 22 is higher than the first portion 20 to permit the passengerto see in front of the vehicle 10 over the driver. A pair of handles 24are provided on either side of the second portion 22 for the passengerto hold onto. It is contemplated that the straddle seat 12 could bedisposed at a different longitudinal location depending on theparticular ergonomics of the vehicle 10. It is also contemplated thatthe straddle seat 12 could only have the first portion 20 for thedriver.

A steering assembly is disposed forwardly of the straddle seat 12 toallow a driver to steer the two front wheels 14. The steering assemblyhas handlebars 26 connected to a steering column 28 (FIG. 8). Thesteering column 28 is connected to the two front wheels 14 via tie rods27, such that turning the handlebars 26 turns the steering column 28which, through the tie rods 27, turns the wheels 14. The steeringassembly can optionally be provided with a power steering unit 29 (FIG.8) which facilitates steering of the vehicle 10. The handlebars 26 areprovided with handles 30 for the driver to hold. The right handle 30 cantwist and acts as the throttle controller for the engine 32 (FIG. 8). Itis contemplated, that the throttle could also be controlled by aseparate lever disposed near one of the handles 30. A brake actuator, inthe form of a hand brake lever 34, is provided near the right handle 30for braking the vehicle 10, as will be explained in greater detailbelow. As seen in the figures, the hand brake lever 34 is providedgenerally forwardly of the right handle 30 so as to be actuated bymultiple fingers of a user, however, it is contemplated that the handbrake lever 34 could be provided generally forwardly of the left handle30.

A pair of driver foot pegs 36 are provided on either sides of thevehicle 10 below the first portion 20 of the straddle seat 12 for adriver to rest his feet thereon. Similarly a pair of passenger foot pegs38 are provided on either side of the vehicle 10 below the secondportion 22 of the straddle seat 12 for a passenger to rest his feetthereon. Another brake actuator, in the form of a foot brake lever 40,is provided on a right side of the vehicle 10 below the first portion 20of the straddle seat 12 for braking the vehicle 10, as will be explainedin greater detail below. As best seen in FIG. 6B, the foot brake lever40 is preferably provided near the right driver foot peg 36 such thatthe driver can actuate the foot brake lever 40 while a portion of hisfoot remains on the right driver foot peg 36. The foot brake lever 40also preferably pivots about an axis which is coaxial with the rightdriver foot peg 36 in order to facilitate the actuation of the footbrake lever 40 by the driver.

Each of the two front wheels 14 is mounted to the frame 42 (FIG. 8) ofthe vehicle 10 via a front suspension 44 as will be described in greaterdetail below. Each of the two front wheels 14 has a tire 46 thereonwhich is suitable for road use. The tires 46 are preferably inflated toa pressure between 138 kPa and 345 kPa. A fairing 48 is disposed overeach tire 46 to protect the driver from dirt and water which can belifted by the tire 46 while it is rolling. Each of the two front wheels14 is also provided with a brake 50. As best seen in FIGS. 13 and 14,the brake 50 is preferably a disc brake mounted onto a wheel hub of eachwheel 14, however other types of brakes are contemplated. The brakes 50each have a rotor 52 mounted onto the wheel hub and a stationary caliper54 straddling the rotor 52. The brake pads (not shown) are mounted tothe caliper 54 so as to be disposed between the rotor 52 and the caliper54 on either sides of the rotor 52. By applying hydraulic pressure to apiston (not shown) inside the caliper 54 the brake pads squeeze therotor 52 which, through friction, brakes the wheel 14.

The rear wheel 16 is mounted to the frame 42 via a swing arm 56. Theswing arm 56 preferably has two arms pivotally mounted at a frontthereof to the frame 42 and between which the rear wheel 16 is rotatablymounted at the rear of the two arms. A shock absorber unit 58 isdisposed between the swing arm 56 and the frame 42, as will be discussedin greater detail below. The rear wheel 16 has a tire 60 thereon whichis suitable for road use. Preferably, the tire 60 is wider than thetires 46. It is contemplated that the tire 60 could have a smaller widthor the same width as the tires 46. It is also contemplated that the rearwheel 16 could have two or more tires disposed next to each otherthereon and still be considered a single rear wheel in the context ofthe present invention. The tire 60 is preferably inflated to a pressurebetween 138 kPa and 345 kPa. A fairing 62 is disposed over the tire 60to protect the driver from dirt and water which can be lifted by thetire 60 while it is rolling. The rear wheel 16 is provided with a brake64. As best seen in FIG. 7, the brake 64 is preferably a disc brakemounted to a right side of wheel 16. The brake 64 has a rotor 66,caliper 68, brake pads (not shown), and a piston (not shown) similar tothose used with brakes 50. The brake 64 brakes the rear wheel 16 in thesame way as the brakes 50 brake the front wheels 14. A wheel sprocket 70is mounted to a left side of the rear wheel 16. A belt 72 is disposedabout the wheel sprocket 70 and a driving sprocket 71 to transmit powerfrom the engine 32 to the rear wheel 16. The driving sprocket 71receives power from the engine 32 via a transmission 73. Thetransmission 73 is operatively connected to the crankshaft 74(schematically illustrated in FIG. 8) of the engine 32. It iscontemplated that a continuously variable transmission (CVT) could beprovided between the crankshaft 74 and the driving sprocket 71.

As can also be seen in FIGS. 2 to 8, an exhaust pipe 76 extending on theright side of the vehicle 10 towards the rear thereof is attached to anexhaust port (not shown) of the engine 32 to improve engine performanceand to reduce the noise level of the engine 32. A vehicle body 78 isattached to the frame 42 in order to protect the components mounted tothe frame 42 and to make the vehicle 10 aesthetically pleasing.Components necessary to make vehicle 10 suitable for road use, such aslights 80 and a rear view mirror 82, are mounted to the vehicle body 78.

Turning now to FIGS. 8 to 10, the frame 42 has an upper frame member 100and a lower frame member 102 which are interconnected with each other,thus forming a closed perimeter with a space therein. A forward crossmember 104 interconnects a forward portion of the upper frame member 100with a forward portion of the lower frame member 102. A rearward crossmember 106 interconnects a rearward portion of the upper frame member100 with a rearward portion of the lower frame member 102. The upperframe member 100, lower frame member 102, forward cross member 104, andrearward cross member 106 are preferably made of metallic tubular beamshaving similarly sized rectangular cross-sections. It is contemplatedthat the members 100, 102, 104, 106 could have different cross-sectionaldimensions, could be made of non-metallic material (composite materialsfor example), and could also have a different configuration (I-beams orC-channels for example).

As seen in FIGS. 8 and 9, the upper frame member 100 is preferably bentin two locations such that a forward portion thereof is located higherthan a rearward portion thereof. By doing this, the forward portion ofthe frame 42 provides sufficient vertical space to accommodate some ofthe vehicle components. Also, by doing this, the straddle seat 12, whichis mounted on the rearward portion of the upper frame member 100, ismaintained at a height from the ground which permits a driver of thevehicle 10 to rest his feet on the ground while sitting on the straddleseat 12 when the vehicle 10 is stopped. It is contemplated that theupper frame member 100 could have a different geometry. For example, theupper frame member 100 could be straight. Although this may place thestraddle seat 12 higher above the ground, a driver of the vehicle 10does not need to place his feet on the ground when the vehicle 10 isstopped since the three-wheeled configuration of the vehicle 10 willmaintain the vehicle 10 in an upright position. The lower frame member102 and the rearward cross member 106 are preferably integrally formedas a single beam that is bent in one location. It is also contemplatedthat these members 102, 106 could be welded to each other. The rearwardcross member 106 extends rearwardly and upwardly from the lower framemember 102 and is welded to the upper frame member 100. The upper andlower ends of the forward cross member are welded to the upper framemember 100 and the lower frame member 102 respectively. It iscontemplated that the members 100, 102, 104, 106 may be joined by othermeans. For example, they may be joined by using brackets and fasteners.It is also contemplated that the members 100, 102, 104, 106 could bemade of a single beam which could be bent to obtain a closed perimeter.

The frame 42 also has a strut 108 which extends diagonally from theforward cross member 104 to the lower frame member 102, to which it ispreferably welded. A reinforcing member 109 (as best seen in FIG. 13) isprovided at the connection between the strut 108 and the lower framemember 102 to reinforce the connection. By providing the strut 108, theframe 42 is reinforced which allows it to withstand the forcesexperienced by the frame 42 when the vehicle 10 is operated at speedstypical of road use. The strut 108 also provides additional attachmentpoints for some of the vehicle components, as will be discussed ingreater detail below. The strut 108 is preferably a C-channel, but couldhave different configurations. Two openings 110, 112 (FIG. 13) areprovided on an upper surface of the strut 108. These openings 110, 112reduce the weight of the strut 108. The opening 110 also allows thesteering column 28 to pass therethrough.

FIGS. 15 and 16, in which like elements have been labeled with the samereference numerals as in the previous figures, illustrate alternativeembodiments of the frame 42. In the embodiment shown in FIG. 15, aL-shaped strut 208 extends from the forward cross member 104 to theupper frame member 100 to reinforce the frame 42. In the embodimentshown in FIG. 16, a straight strut 308 extends diagonally from the upperframe member 100 to the lower frame member 102 to reinforce the frame42. The struts 208 and 308 also provide additional attachment points forsome of the vehicle components, as will be described below. Other shapesand locations of a strut for reinforcing the frame 42 are alsocontemplated.

As can be seen in FIG. 10, the upper frame member 100, lower framemember 102, forward cross member 104, rearward cross member 106, and thestrut 108 are disposed on the longitudinal centerline 18 of the vehicle.Therefore, all of the members 100, 102, 104, 106 of the frame 42 lie ina in a common vertical plane.

A forward frame extension 114 is connected to the front portion of thelower frame member 102. The forward frame extension 114 supports thefront of the vehicle body 78 and a front storage bin (not shown). Atubular member 116 is disposed on each side of the frame 42 to provideattachment points for the vehicle body 78. Each tubular member 116 isattached at a front end thereof to a connecting member 118, which isitself connected to the forward cross member 104. The back end of eachtubular member 116 is connected to an end portion of a fuel tankmounting bracket 120, which is itself connected to the lower framemember 102 and the rearward cross member 106 via bracket 122.

As previously mentioned, each of the two front wheels 14 is mounted tothe frame 42 of the vehicle 10 via a front suspension 44. Each of thefront suspensions 44 is a double A-arm suspension, also known as adouble wishbone suspension. Each of the front suspensions 44 has anupper A-arm 124, a lower A-arm 126, and a shock absorber unit 128. Theshock absorber unit 128 preferably consists of a hydraulic shockabsorber with a coil spring disposed around the shock absorber. One endof the upper A-arm 124 and of the lower A-arm 126 is connected to acorresponding upper and lower end of a wheel spindle 130 of the wheel14. The other end of each A-arm 124, 126 is connected to suspensionattachment points on the frame 42 as described below. The shock absorberunit 128 is connected at one end to the lower A-arm 126 and to theforward cross member 104 via the connecting member 118. Each A-arm 124,126 has a front arm and a rear arm. As best seen in FIGS. 13 and 14,both arms of the lower A-arms 126 are connected to the lower framemember 102. The front arms of the upper A-arms 124 are connected to theforward frame cross member 104. The rear arms of the upper A-arms 124are connected to the strut 108. In the embodiments shown in FIGS. 15 and16, the rear arms of the upper A-arms are connected to the struts 208(FIG. 15) and 308 (FIG. 16), as the case may be. This type of frontsuspension 44 provides a good control on the roll or sway of the vehicle10.

Each wheel 14 has a pivot axis defined by a generally vertical linepassing through the ends of the upper and lower A-arms 124, 126 to whichthe wheel spindle 130 is connected. The pivot axis of each wheel 14 ispreferably located rearwardly of the front of the lower frame member102.

As previously mentioned, the rear wheel 16 is mounted to the frame 42via a swing arm 56. More specifically, the swing arm 56 is pivotallymounted to a bushing 132 (FIG. 14) in bracket 122. The length of theswing arm 56 is preferably selected such that at least a portion of therear wheel 16 is disposed below the rear portion of the upper framemember 100. The shock absorber unit 58 is preferably mounted to theswing arm 56 at one end and to the rearward cross member 106 at theother, so as to be disposed along the longitudinal centerline 18 of thevehicle 10. The shock absorber unit 58 preferably consists of ahydraulic shock absorber with a coil spring disposed around the shockabsorber.

As can be seen in FIGS. 8 to 12, the engine 32 and many of itscomponents are disposed inside the space formed by the closed perimeterof the frame 42. The engine 32 is mounted at the front thereof to thestrut 108 via strut brackets 134 (FIGS. 13, 14). The engine 32 is alsomounted at the rear thereof to two bushings 136 (FIGS. 13, 14) onbracket 122 (which, as previously mentioned, is mounted on the rearwardcross member 106) via engine mount bracket 138. An elastomeric material,such as rubber, is preferably disposed between the engine 32 and itsattachment points 134, 136 so as to reduce the transmission ofvibrations from the engine 32 to the frame 42. In this mountingposition, the crankshaft 74 of the engine 32 is disposed horizontallyand perpendicularly to the longitudinal center line 18 of the vehicle10. Furthermore, the engine 32 is preferably mounted to the frame 42 sothat it does not sit on the lower frame member 102 also to reduce thetransmission of vibrations from the engine 32 to the frame 42. Theengine 32 is a V-type engine having a front cylinder 140 and a rearcylinder 142. For this reason, the engine 32 is also know as a V-twinengine. The front cylinder 140 defines a front cylinder axis 144 passingthrough a center thereof. The rear cylinder 142, defines a rear cylinderaxis 146 passing through a center thereof.

The steering column 28 passes through the upper frame member 100forwardly of the straddle seat 12 and extends inside the space formed bythe closed perimeter of the frame 42. It is contemplated that thesteering column 28 could pass to one side of the upper frame member 100instead of passing through it. The steering column 28 is disposedrearwardly of the forward cross member 104 and in front of the engine32. As best seen in FIGS. 13 and 14, the steering column 28 has a bentportion 148 so as to not interfere with the front cylinder 140. Thesteering column 28 passes through the strut 108. The lower end of thesteering column 28 is connected to the power steering unit 29 below thestrut 108. The power steering unit 29 is connected to the forward crossmember 104. Alternatively, the lower end of the steering column 28 couldbe pivotally connected directly to the forward cross member 104 in caseswhere a power steering unit 29 is not being used.

An air box 150 is provided in fluid communication with an inlet port(not shown) of each cylinder 140, 142 to enhance engine performance,prevent water and dirt from entering the engine 32, and reduce the noisecoming out of the inlet ports. The air box 150 has an inlet in the formof two tubes 152 having an open end pointing towards a front of thevehicle 10. As seen in FIG. 8, a portion of the air box 150 is disposedabove the engine 32 forwardly of the rear cylinder axis 146. Preferably,a portion of the air box 150 is disposed between the two cylinder axes144, 146. The air box 150 is mounted to and supported by the throttlebody (not shown) which is disposed between the cylinders 140, 142. Theair box 150 is preferably attached to the throttle body with one or morethreaded fasteners. A rubber support (not shown) is disposed between theengine 32 and the air box 150 to provide additional support to the airbox 150. During operation of the engine 32, the air flows in the tubes152, enters the air box 150, passes inside the throttle body which isused to regulate the flow of air, and enters the cylinders 140, 142 tobe combusted therein.

The fuel tank 154 of the vehicle 10 is mounted inside the space formedby the closed perimeter of the frame 42 rearwardly of the engine 32 andthe air box 150. The fuel tank 154 is attached to the upper frame member100 and to the fuel tank mounting bracket 120. The fuel tank ispositioned below the upper frame member 100, below the straddle seat 12,such that the fuel tank filler cap 156 can be accessed under thestraddle seat 12 to permit refilling of the fuel tank 154. As isschematically illustrated in FIG. 6, the straddle seat 12 is preferablyhinged to the vehicle 10 so as to pivot to a position providing accessto the fuel tank filler cap 156. Alternatively, the straddle seat 12could be removable.

A side bracket 158 is provided on each side of the lower frame member102 to mount additional components of the vehicle 10. As seen in FIG.11, an oil cooler 160 and an oil tank 162 are mounted to the left sidebracket 158. As seen in FIG. 12, an engine radiator 164, having a fan166 mounted thereon, is mounted to the right side bracket 158. Locatingthe radiator 164 and the oil cooler 160 on either side of the frame 42places them in the airflow created by the vehicle 10 when it is moving,thus enhancing the cooling provided by these components. To furtherenhance the cooling, a plate 168 is preferably provided on each lowerA-arm 126 to direct additional air towards the radiator 164 and the oilcooler 160.

Other vehicle components are also mounted to the frame 42. An electronicbrake control unit 170 is mounted to the lower frame member 102. Theengine coolant reservoir 172 (FIG. 12) is mounted to the forward crossmember 104 via the right connecting member 118. An electronic controlunit (ECU), battery, sensors, (all not shown) and other componentsnecessary to the operation of the vehicle 10 are also mounted to theframe 42.

Modifications and improvements to the above-described embodiments of thepresent invention may become apparent to those skilled in the art. Theforegoing description is intended to be exemplary rather than limiting.The scope of the present invention is therefore intended to be limitedsolely by the scope of the appended claims.

1. A wheeled vehicle comprising: a frame comprising: an upper framemember; a lower frame member; a forward cross member interconnecting aforward portion of the upper frame member with a forward portion of thelower frame member; a rearward cross member interconnecting a rearwardportion of the upper frame member with a rearward portion of the lowerframe member; and a strut extending diagonally from the forward crossmember to the lower frame member, the upper frame member, lower framemember, forward cross member, rearward cross member, and strut beingdisposed along a longitudinal centerline of the vehicle and defining aclosed perimeter with a space therein; a straddle seat mounted on theupper frame member; a front left wheel and a front right wheel, each ofthe front wheels being mounted to the frame via a front suspension, eachof the suspensions being connected to the frame at a plurality ofpositions, one of the plurality of positions being on the strut; asingle rear wheel disposed along the longitudinal centerline of thevehicle; a swing arm mounting the single rear wheel to the frame; a rearsuspension operatively disposed between the swing arm and the frame; asteering column operatively connected to the front wheels for steeringthe front wheels, the steering column extending inside the spacerearwardly of the forward cross member; handlebars connected to an upperend of the steering column above the upper frame member; an enginemounted in the space to the frame and operatively connected to the rearwheel to power the rear wheel, a portion of the engine being mounted tothe strut; an air box disposed in the space and having at least aportion thereof disposed above at least a portion of the engine andbelow the upper frame member; and a fuel tank mounted in the space belowthe upper frame member and rearwardly of the air box.
 2. The vehicle ofclaim 1, wherein: the engine is a V-type engine comprising: a crankshaftdisposed horizontally and perpendicularly to the longitudinal centerlineof the vehicle; a front cylinder defining a front cylinder axis; and arear cylinder defining a rear cylinder axis; and wherein the air box isdisposed longitudinally forwardly of the rear cylinder axis.
 3. Thevehicle of claim 2, wherein the air box is disposed longitudinallyrearwardly of the front cylinder axis; and wherein the fuel tank isdispose longitudinally rearwardly of the rear cylinder axis.
 4. Thevehicle of claim 1, wherein the steering column extends inside the spaceforwardly of the engine.
 5. The vehicle of claim 4, wherein the steeringcolumn passes through the upper frame member forwardly of the straddleseat.
 6. The vehicle of claim 1, wherein the fuel tank has a fuel tankfiller cap disposed below the straddle seat; and wherein the straddleseat is mounted on the upper frame member such that the straddle seat iscapable of being moved to a position providing access to the fuel tankfiller cap.
 7. The vehicle of claim 1, wherein the swing arm pivotsabout a point vertically below the fuel tank and longitudinally betweena forward end and a rearward end of the fuel tank.
 8. The vehicle ofclaim 1, further comprising a bracket connected to the rearward crossmember; and wherein a portion of the engine is mounted to the bracketand the swing arm is pivotally connected to the bracket.
 9. The vehicleof claim 1, wherein the swing arm includes two arms, a front of the twoarms being pivotally mounted to the frame; and wherein the rear wheel isrotatably mounted between a rear of the two arms.
 10. The vehicle ofclaim 1, wherein the rear suspension is disposed longitudinallyrearwardly of the rearward cross member.
 11. The vehicle of claim 1,wherein the rearward cross member extends rearwardly and upwardly fromthe lower frame member to the upper frame member.
 12. The vehicle ofclaim 11, wherein at least a portion of the fuel tank is disposedbetween the upper frame member and the rearward cross member.
 13. Thevehicle of claim 1, wherein the engine comprises at least one cylinder;and wherein the fuel tank is disposed longitudinally rearwardly of theat least one cylinder.
 14. The vehicle of claim 1, further comprising aradiator disposed on a first lateral side of the frame.
 15. The vehicleof claim 14, further comprising an oil cooler disposed on a secondlateral side of the frame opposite the first lateral side.
 16. Thevehicle of claim 1, wherein the engine comprises a crankshaft disposedhorizontally and perpendicularly to the longitudinal centerline of thevehicle; and wherein the fuel tank is disposed longitudinally rearwardlyof the crankshaft.
 17. The vehicle of claim 16, further comprising adriving sprocket operatively connected to the crankshaft; and whereinthe fuel tank is disposed longitudinally rearwardly of the drivingsprocket.